US8726855B2 - Method for operating an internal combustion engine - Google Patents

Method for operating an internal combustion engine Download PDF

Info

Publication number
US8726855B2
US8726855B2 US13/133,292 US200913133292A US8726855B2 US 8726855 B2 US8726855 B2 US 8726855B2 US 200913133292 A US200913133292 A US 200913133292A US 8726855 B2 US8726855 B2 US 8726855B2
Authority
US
United States
Prior art keywords
crankcase
pressure
mbar
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related, expires
Application number
US13/133,292
Other versions
US20110239965A1 (en
Inventor
Udo Ingelfinger
Matthias Rosenbäck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Assigned to AUDI AG reassignment AUDI AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: INGELFINGER, UDO, ROSENBAECK, MATTHIAS
Publication of US20110239965A1 publication Critical patent/US20110239965A1/en
Application granted granted Critical
Publication of US8726855B2 publication Critical patent/US8726855B2/en
Expired - Fee Related legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F01M13/023—Control valves in suction conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0005—Crankcase ventilating or breathing with systems regulating the pressure in the carter

Definitions

  • the invention relates to a method for operating an internal combustion engine with a crankcase, a crankcase vent and an intake system.
  • crankcase vent which prevents leakage of lubricants, preferably oil or lubricant vapors, into the environment.
  • the crankcase vent consists only of a tube or hose connection between the crankcase and an intake tube of the internal combustion engine, wherein the vacuum in the intake tube suctions lubricant vapors in the crankcase.
  • the intake system constructed in this manner may also include a pressure control valve, a throttle or an auxiliary branch, for example disposed upstream of a damper flap of the internal combustion engine and/or a check valve which prevents an undesirable flow direction.
  • the internal combustion engine has a crankcase, a crankcase vent and an intake system.
  • the pressure in the crankcase should be reduced from a differential pressure between the intake system and the crankcase to maximally ⁇ 500 mbar, in particular maximally ⁇ 300 mbar, with respect to ambient pressure.
  • the crankcase pressure is reduced to maximally ⁇ 500 mbar, in particular maximally ⁇ 300 mbar, with respect to ambient pressure during the operation of the internal combustion engine, preferably in operating state with zero load or in a deceleration phase.
  • the crankcase is therefore under reduced pressure such that the differential pressure to the pressure in the intake manifold is smaller in order to prevent a critical differential pressure.
  • the intake manifold pressure corresponds approximately to the pressure in the combustion chamber above the piston when the intake valves are open.
  • the pressure in the crankcase is reduced when the differential pressure between the intake manifold and the crankcase exceeds at least a predetermined threshold value. If the differential pressure between the intake system, in the simplest case between the intake manifold and the crankcase, becomes too large because the vacuum of the intake system is too high in relation to the crankcase, then the pressure in the crankcase is also reduced, thereby reducing the differential pressure.
  • the differential pressure between the intake system and the crankcase and hence between the crankcase and the environment is adjusted with at least one pressure control valve and/or at least one throttle.
  • the pressure control valve and the throttle are constructed such that the differential pressure in the aforementioned operating states can be suitably adjusted or is adjusted automatically; for this purpose, a switching valves or a pressure control valve with a correspondingly matched spring or mimic can be used.
  • the pressure in the crankcase is adjusted in a range from ⁇ 50 mbar to ⁇ 500 mbar, in particular in a range from ⁇ 100 mbar to ⁇ 300 mbar with respect to the environment.
  • This setting of the crankcase pressure relative to the ambient pressure enables operation in a safe range with respect to lubricant consumption for known pressures of the intake system, in particular intake manifold pressures.
  • the crankcase pressure relative to the ambient pressure can be relatively easily adjusted. This produces a differential pressure to the intake system, in particular to the intake manifold, in a certain interval relative to the respective operating pressure of the intake system and the intake manifold, respectively.
  • At least one pressure control valve and/or at least one throttle for adjusting the crankcase pressure is arranged in a ventilation line running to the crankcase.
  • a ventilation line running to the crankcase.
  • the lubricant is stored in a separate lubricant reservoir and suctioned out of the crankcase, namely from a reservoir arranged in or on the crankcase, preferably arranged below the crankcase, by way of a lubricant pump. Ventilation must therefore be provided to adjust the desired pressure level in the crankcase.
  • a gas flow is hereby also transported through the oil pump; the gas flow is used to ventilate the crankcase.
  • FIGS. 1 and 2 exemplary embodiments of naturally-aspirated wet sump engines
  • FIGS. 3 and 4 exemplary embodiments of turbocharged wet sump engines
  • FIGS. 5 and 6 exemplary embodiments of dry sump engines.
  • FIG. 1 shows schematically an internal combustion engine 1 with a crankcase 2 and an intake manifold 3 forming an intake system 24 , through which combustion air is supplied to the internal combustion engine 1 .
  • the crankcase 2 and the intake manifold 3 are connected with each other by a crankcase vent 4 .
  • the internal combustion engine 1 is constructed as a naturally-aspirated wet sump engine 5 .
  • the crankcase vent 4 includes a pressure control valve 6 which allows adjustment of the vacuum pressure P KR in the crankcase 2 by applying to the crankcase 2 an intake manifold vacuum P SR , which can be adjusted with the pressure control valve 6 in the intake manifold 3 , thereby evacuating lubricant vapors 7 residing in the crankcase 2 .
  • the pressure control valve 6 is hereby configured such that a differential pressure ⁇ p between the crankcase vacuum P KR and the ambient pressure P UG can be adjusted to be between 100 mbar in 300 mbar.
  • the crankcase therefore has with respect to the ambient pressure P UG a differential pressure ⁇ P of preferably ⁇ 100 mbar to ⁇ 300 mbar.
  • FIG. 2 shows an internal combustion engine 1 which is also constructed as a naturally-aspirated wet sump engine 5 , with the crankcase 2 , the intake manifold 3 and a damper flap 8 located upstream of the intake manifold 3 for supplying combustion air to the internal combustion engine 1 .
  • the crankcase vent 4 has a branch 9 originating at the crankcase 2 .
  • the branch 9 branches, on one hand, via a throttle 10 to the intake manifold 3 and, on the other hand, via a check valve 11 to an inlet location 12 before the damper flap 8 (meaning upstream of the damper flap 8 ).
  • the crankcase vacuum P KR is adjusted by way of a matched throttle bore of the throttle 10 so as to produce a differential pressure ⁇ P of about ⁇ 100 mbar to ⁇ 300 mbar with respect to ambient air pressure P UG .
  • FIG. 3 shows an internal combustion engine 1 which is implemented as a turbocharged wet sump engine 13 .
  • the internal combustion engine 1 has an intake manifold 3 and a turbocharger 14 disposed in the air flow upstream of the intake manifold 3 for supplying combustion air to the intake manifold 3 for combustion in the internal combustion engine 1 .
  • the crankcase vent 4 is, on one hand, connected via the branch 9 to the intake manifold 3 through the pressure control valve 6 and a downstream check valve 11 and is, on the other hand, connected via the branch 9 to the inlet location 12 upstream of the turbocharger 14 through a check valve 11 .
  • crankcase vacuum pressure P KR can be adjusted with the pressure control valve by using a preferably matched spring so as to produce a differential pressure ⁇ P of about ⁇ 100 mbar to ⁇ 300 mbar with respect to ambient air pressure P UG .
  • FIG. 4 shows the internal combustion engine 1 implemented as turbocharged wet sump engine 13 , as described above with reference to FIG. 3 .
  • a throttle 10 with a matched throttle bore is provided in the crankcase vent 4 , namely upstream of the branch 9 and downstream of the check valve 11 , downstream of the intake manifold 3 .
  • a check valve 11 is likewise provided in the other branch which originates from the branch 9 and terminates upstream of the turbocharger 14 at the inlet location 12 .
  • a crankcase vacuum pressure P KR of about ⁇ 100 mbar to ⁇ 300 mbar with respect to ambient pressure P UG can be adjusted with the matched throttle bore.
  • FIG. 5 shows an internal combustion engine 1 in an embodiment as a dry sump engine 15 , wherein a lubricant circuit 16 embodied as a dry sump lubricant circuit 25 includes, inter alia, a dry sump 17 with an oil pump 18 .
  • the dry sump lubricant circuit 25 is hereby formed between the crankcase 2 , the dry sump 17 with oil pump 18 , a lubricant reservoir 19 and a pressure controller 20 with a return from the pressure controller 20 to the crankcase 2 , with a gas flow coexisting with the lubricant flow.
  • a vent line 21 which terminates in the intake manifold 3 via a pressure control valve 6 , branches off from the lubricant reservoir 19 ; this arrangement represents the crankcase vent 4 .
  • crankcase ventilation 22 with which the desired pressure conditions in the crankcase 2 can be adjusted, is provided from the lubricant reservoir 19 via the pressure controller 20 , namely by way of a gas flow transported by the oil pump 18 along the oil flow.
  • a crankcase vacuum pressure P KR is hereby also adjusted to a value of about ⁇ 100 mbar to ⁇ 300 mbar with respect to ambient pressure P UG .
  • FIG. 6 shows the internal combustion engine 1 , namely the dry sump engine 15 as described in FIG. 5 .
  • This dry sump engine 15 has, unlike in the exemplary embodiment described in FIG. 5 , no pressure regulator 20 in the crankcase ventilation 22 ; the crankcase ventilation 22 is implemented as a direct conduit 23 from the lubricant reservoir 19 to the crankcase 2 .
  • the crankcase vent 4 starting from the lubricant reservoir 19 and terminating in the intake manifold 3 , includes downstream of the lubricant reservoir 19 the pressure control valve 6 which is modified so as to allow adjustment, for example via a matched spring, of the crankcase vacuum pressure P KR in the crankcase 2 from about ⁇ 100 mbar to ⁇ 300 mbar with respect to ambient pressure P UG .
  • an undesirably high differential pressure between the crankcase 2 and the ambient pressure P UG , and between the crankcase vacuum pressure P KR and the intake manifold pressure P SR can thus be prevented.
  • Increased oil consumption observed during deceleration and turnoff operation can then advantageously be reduced without requiring alteration of, for example, piston rings of the pistons of the internal combustion engine 1 to improve sealing.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a method for operating an internal combustion engine with a crankcase, a crankcase vent and an intake system. According to the invention, the pressure in the crankcase can be reduced, depending on a differential pressure between the intake system and the crankcase, to maximally −500 mbar, in particular maximally −300 mbar, with respect to ambient pressure for reducing lubricant consumption of the internal combustion engine.

Description

CROSS-REFERENCES TO RELATED APPLICATIONS
This application is the U.S. National Stage of International Application No. PCT/EP2009/008731, filed Dec. 8, 2009, which designated the United States and has been published as International Publication No. WO 2010/075935 and which claims the priority of German Patent Application, Serial No. 10 2008 061 057.7, filed Dec. 8, 2008, pursuant to 35 U.S.C. 119(a)-(d).
BACKGROUND OF THE INVENTION
The invention relates to a method for operating an internal combustion engine with a crankcase, a crankcase vent and an intake system.
Vehicles with modern internal combustion engines have a crankcase vent which prevents leakage of lubricants, preferably oil or lubricant vapors, into the environment. In the simplest case, the crankcase vent consists only of a tube or hose connection between the crankcase and an intake tube of the internal combustion engine, wherein the vacuum in the intake tube suctions lubricant vapors in the crankcase. Depending on the construction of the internal combustion engine and the lubricant circulation, the intake system constructed in this manner may also include a pressure control valve, a throttle or an auxiliary branch, for example disposed upstream of a damper flap of the internal combustion engine and/or a check valve which prevents an undesirable flow direction. It is known from online oil consumption measurement that internal combustion engines have high oil consumption in operating phases with low absolute intake tube pressure, corresponding to a very high intake tube vacuum. Such operating phases occur, for example, during deceleration, i.e., when the vehicle speed is reduced by way of the engine brake, for example when driving downhill. The increase of the oil consumption in these operating phases is mainly influenced by the large differential pressure between the intake tube pressure, i.e., the pressure in the intake system, and the pressure in the crankcase. For example, if a differential pressure of about 650 mbar is exceeded, a large increase in the oil consumption is observed. The oil consumption in the aforedescribed operating phases is typically optimized through improvements of piston rings and pistons, i.e., by improving the sealing of movable parts. However, this entails significantly more stringent requirements for precision and significant additional costs as well as increased friction losses of the sealing piston rings and pistons.
It is an object of the invention to provide a method for operating an internal combustion engine having a crankcase, a crankcase vent and an intake system, which obviates the aforementioned disadvantages and which significantly reduces the oil consumption in the aforementioned operating phases with zero load or in a deceleration phase without requiring modification of the pistons and/or the piston rings.
SUMMARY OF THE INVENTION
To this end, a method for operating an internal combustion engine is proposed, wherein the internal combustion engine has a crankcase, a crankcase vent and an intake system. To reduce the lubricant consumption of the internal combustion engine, the pressure in the crankcase should be reduced from a differential pressure between the intake system and the crankcase to maximally −500 mbar, in particular maximally −300 mbar, with respect to ambient pressure. According to the invention, the crankcase pressure is reduced to maximally −500 mbar, in particular maximally −300 mbar, with respect to ambient pressure during the operation of the internal combustion engine, preferably in operating state with zero load or in a deceleration phase. The crankcase is therefore under reduced pressure such that the differential pressure to the pressure in the intake manifold is smaller in order to prevent a critical differential pressure. The intake manifold pressure corresponds approximately to the pressure in the combustion chamber above the piston when the intake valves are open.
In a preferred embodiment of the method, the pressure in the crankcase is reduced when the differential pressure between the intake manifold and the crankcase exceeds at least a predetermined threshold value. If the differential pressure between the intake system, in the simplest case between the intake manifold and the crankcase, becomes too large because the vacuum of the intake system is too high in relation to the crankcase, then the pressure in the crankcase is also reduced, thereby reducing the differential pressure.
In one embodiment of the method, the differential pressure between the intake system and the crankcase and hence between the crankcase and the environment is adjusted with at least one pressure control valve and/or at least one throttle. The pressure control valve and the throttle, respectively, are constructed such that the differential pressure in the aforementioned operating states can be suitably adjusted or is adjusted automatically; for this purpose, a switching valves or a pressure control valve with a correspondingly matched spring or mimic can be used.
In a preferred embodiment of the method, the pressure in the crankcase is adjusted in a range from −50 mbar to −500 mbar, in particular in a range from −100 mbar to −300 mbar with respect to the environment. This setting of the crankcase pressure relative to the ambient pressure enables operation in a safe range with respect to lubricant consumption for known pressures of the intake system, in particular intake manifold pressures. The crankcase pressure relative to the ambient pressure can be relatively easily adjusted. This produces a differential pressure to the intake system, in particular to the intake manifold, in a certain interval relative to the respective operating pressure of the intake system and the intake manifold, respectively.
In another embodiment of the method, at least one pressure control valve and/or at least one throttle for adjusting the crankcase pressure is arranged in a ventilation line running to the crankcase. Such embodiments are useful, in particular, with internal combustion engines that are operated with dry sump lubrication. In these engines, unlike in engines with sump pressure lubrication circuits, the lubricant is stored in a separate lubricant reservoir and suctioned out of the crankcase, namely from a reservoir arranged in or on the crankcase, preferably arranged below the crankcase, by way of a lubricant pump. Ventilation must therefore be provided to adjust the desired pressure level in the crankcase. A gas flow is hereby also transported through the oil pump; the gas flow is used to ventilate the crankcase. By arranging a pressure control valve or a throttle in the ventilation line, the following air, preferably the gas flow transported in the oil flow by the oil pump, can be adjusted for attaining the desired pressure level in the crankcase.
The invention will now be described in more detail with reference to exemplary embodiments of different internal combustion engine designs, but is not limited thereto.
BRIEF DESCRIPTION OF THE DRAWING
It is shown in:
FIGS. 1 and 2 exemplary embodiments of naturally-aspirated wet sump engines;
FIGS. 3 and 4 exemplary embodiments of turbocharged wet sump engines; and
FIGS. 5 and 6 exemplary embodiments of dry sump engines.
 DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
FIG. 1 shows schematically an internal combustion engine 1 with a crankcase 2 and an intake manifold 3 forming an intake system 24, through which combustion air is supplied to the internal combustion engine 1. The crankcase 2 and the intake manifold 3 are connected with each other by a crankcase vent 4. In the illustrated embodiment, the internal combustion engine 1 is constructed as a naturally-aspirated wet sump engine 5. The crankcase vent 4 includes a pressure control valve 6 which allows adjustment of the vacuum pressure PKR in the crankcase 2 by applying to the crankcase 2 an intake manifold vacuum PSR, which can be adjusted with the pressure control valve 6 in the intake manifold 3, thereby evacuating lubricant vapors 7 residing in the crankcase 2. The pressure control valve 6 is hereby configured such that a differential pressure Δp between the crankcase vacuum PKR and the ambient pressure PUG can be adjusted to be between 100 mbar in 300 mbar. The crankcase therefore has with respect to the ambient pressure PUG a differential pressure ΔP of preferably −100 mbar to −300 mbar.
FIG. 2 shows an internal combustion engine 1 which is also constructed as a naturally-aspirated wet sump engine 5, with the crankcase 2, the intake manifold 3 and a damper flap 8 located upstream of the intake manifold 3 for supplying combustion air to the internal combustion engine 1. In this embodiment, the crankcase vent 4 has a branch 9 originating at the crankcase 2. The branch 9 branches, on one hand, via a throttle 10 to the intake manifold 3 and, on the other hand, via a check valve 11 to an inlet location 12 before the damper flap 8 (meaning upstream of the damper flap 8). The crankcase vacuum PKR is adjusted by way of a matched throttle bore of the throttle 10 so as to produce a differential pressure ΔP of about −100 mbar to −300 mbar with respect to ambient air pressure PUG.
FIG. 3 shows an internal combustion engine 1 which is implemented as a turbocharged wet sump engine 13. The internal combustion engine 1 has an intake manifold 3 and a turbocharger 14 disposed in the air flow upstream of the intake manifold 3 for supplying combustion air to the intake manifold 3 for combustion in the internal combustion engine 1. The crankcase vent 4 is, on one hand, connected via the branch 9 to the intake manifold 3 through the pressure control valve 6 and a downstream check valve 11 and is, on the other hand, connected via the branch 9 to the inlet location 12 upstream of the turbocharger 14 through a check valve 11. In this case, too, the crankcase vacuum pressure PKR can be adjusted with the pressure control valve by using a preferably matched spring so as to produce a differential pressure ΔP of about −100 mbar to −300 mbar with respect to ambient air pressure PUG.
FIG. 4 shows the internal combustion engine 1 implemented as turbocharged wet sump engine 13, as described above with reference to FIG. 3. Instead of the pressure control valve 6 described in FIG. 3, in the present embodiment a throttle 10 with a matched throttle bore is provided in the crankcase vent 4, namely upstream of the branch 9 and downstream of the check valve 11, downstream of the intake manifold 3. In the other branch which originates from the branch 9 and terminates upstream of the turbocharger 14 at the inlet location 12, a check valve 11 is likewise provided. In this embodiment, too, a crankcase vacuum pressure PKR of about −100 mbar to −300 mbar with respect to ambient pressure PUG can be adjusted with the matched throttle bore.
FIG. 5 shows an internal combustion engine 1 in an embodiment as a dry sump engine 15, wherein a lubricant circuit 16 embodied as a dry sump lubricant circuit 25 includes, inter alia, a dry sump 17 with an oil pump 18. The dry sump lubricant circuit 25 is hereby formed between the crankcase 2, the dry sump 17 with oil pump 18, a lubricant reservoir 19 and a pressure controller 20 with a return from the pressure controller 20 to the crankcase 2, with a gas flow coexisting with the lubricant flow. A vent line 21, which terminates in the intake manifold 3 via a pressure control valve 6, branches off from the lubricant reservoir 19; this arrangement represents the crankcase vent 4. Accordingly, crankcase ventilation 22, with which the desired pressure conditions in the crankcase 2 can be adjusted, is provided from the lubricant reservoir 19 via the pressure controller 20, namely by way of a gas flow transported by the oil pump 18 along the oil flow. A crankcase vacuum pressure PKR is hereby also adjusted to a value of about −100 mbar to −300 mbar with respect to ambient pressure PUG.
FIG. 6 shows the internal combustion engine 1, namely the dry sump engine 15 as described in FIG. 5. This dry sump engine 15 has, unlike in the exemplary embodiment described in FIG. 5, no pressure regulator 20 in the crankcase ventilation 22; the crankcase ventilation 22 is implemented as a direct conduit 23 from the lubricant reservoir 19 to the crankcase 2. The crankcase vent 4, starting from the lubricant reservoir 19 and terminating in the intake manifold 3, includes downstream of the lubricant reservoir 19 the pressure control valve 6 which is modified so as to allow adjustment, for example via a matched spring, of the crankcase vacuum pressure PKR in the crankcase 2 from about −100 mbar to −300 mbar with respect to ambient pressure PUG.
In all illustrated exemplary embodiments, an undesirably high differential pressure between the crankcase 2 and the ambient pressure PUG, and between the crankcase vacuum pressure PKR and the intake manifold pressure PSR can thus be prevented. Increased oil consumption observed during deceleration and turnoff operation can then advantageously be reduced without requiring alteration of, for example, piston rings of the pistons of the internal combustion engine 1 to improve sealing.

Claims (8)

The invention claimed is:
1. A method for operating an internal combustion engine in deceleration and turnoff operation, having a crankcase, a crankcase vent and an intake system, comprising the step of:
reducing, with a pressure control valve arranged between the crankcase and the intake system, a differential pressure between the intake system and the crankcase to maximally −500 mbar with respect to pressure in the crankcase for reducing lubricant consumption of the internal combustion engine when operating in deceleration and turnoff operation.
2. The method of claim 1, wherein the pressure in the intake system is reduced to maximally −300 mbar with respect to pressure in the crankcase.
3. The method of claim 1, wherein the pressure in the crankcase is reduced when the differential pressure between the intake system and the crankcase exceeds at least one predetermined threshold value.
4. The method of claim 1, wherein the differential pressure between the intake system and the crankcase is adjusted with at least one of a pressure control valve and at least one throttle.
5. The method of claim 1, wherein the differential pressure between the intake system and the crankcase is a function of a differential pressure between the crankcase and ambient pressure.
6. The method of claim 1, wherein the pressure in the crankcase with respect to ambient pressure is adjustable in a range from −50 mbar to −500 mbar.
7. The method of claim 1, wherein the pressure in the crankcase with respect to ambient pressure is adjustable in a range from −100 mbar to −300 mbar.
8. The method of claim 1, further comprising the step of arranging at least one pressure control valve and/or at least one damper flap in a ventilation line extending to the crankcase for adjusting the pressure in the crankcase.
US13/133,292 2008-12-08 2009-12-08 Method for operating an internal combustion engine Expired - Fee Related US8726855B2 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102008061057A DE102008061057A1 (en) 2008-12-08 2008-12-08 Method for operating an internal combustion engine
DE102008061057 2008-12-08
DE102008061057.7 2008-12-08
PCT/EP2009/008731 WO2010075935A1 (en) 2008-12-08 2009-12-08 Method for operating an internal combustion engine

Publications (2)

Publication Number Publication Date
US20110239965A1 US20110239965A1 (en) 2011-10-06
US8726855B2 true US8726855B2 (en) 2014-05-20

Family

ID=41845793

Family Applications (1)

Application Number Title Priority Date Filing Date
US13/133,292 Expired - Fee Related US8726855B2 (en) 2008-12-08 2009-12-08 Method for operating an internal combustion engine

Country Status (6)

Country Link
US (1) US8726855B2 (en)
EP (1) EP2373876A1 (en)
JP (1) JP2012511114A (en)
CN (1) CN102245866A (en)
DE (1) DE102008061057A1 (en)
WO (1) WO2010075935A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9394843B2 (en) 2014-10-10 2016-07-19 Ford Global Technologies, Llc Method for reducing engine oil dilution

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011010733B4 (en) 2011-02-09 2016-02-04 Audi Ag Method for operating an internal combustion engine with targeted pressure increase in the combustion chamber during an exhaust stroke
CN103930656B (en) * 2011-11-15 2016-08-24 丰田自动车株式会社 Gas blowby air interchanger
DE102012011834A1 (en) 2012-06-14 2013-12-19 Volkswagen Aktiengesellschaft Method for avoiding pre-ignition in an internal combustion engine
DE102013019885B4 (en) * 2013-11-28 2021-02-04 Mann+Hummel Gmbh Pressure control valve
GB201409064D0 (en) 2014-05-21 2014-07-02 Castrol Ltd Method and apparatus
US9689350B2 (en) * 2015-05-27 2017-06-27 Ford Global Technologies, Llc System and methods for mechanical vacuum pump exhaust
DE102015007155A1 (en) * 2015-06-03 2016-12-08 Man Truck & Bus Ag Low pressure generation in the crankcase for particle number reduction
US11008978B2 (en) * 2019-03-05 2021-05-18 Kohler Co. Bail driven stale fuel evacuation
CZ2019454A3 (en) * 2019-07-09 2020-09-02 Ĺ KODA AUTO a.s. Crankcase with a crankcase ventilation assembly
CN112282891B (en) * 2019-07-25 2022-02-22 长城汽车股份有限公司 Crankcase ventilation control method and crankcase ventilation system
DE102020005105A1 (en) 2020-08-20 2022-02-24 Daimler Ag Crankcase ventilation for an internal combustion engine, in particular a motor vehicle

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1766900A (en) * 1927-04-09 1930-06-24 Packard Motor Car Co Internal-combustion engine
US4760833A (en) 1986-09-02 1988-08-02 Tatyrek Alfred F Engine crankcase vacuum check valve system for internal combustion engines
US4901703A (en) 1985-10-19 1990-02-20 Rolls-Royce Motor Cars Limited Crankcase ventilation system for a reciprocating internal combustion engine
US5046474A (en) * 1990-05-04 1991-09-10 Percy Donald W Crankcase ventilator/evacuation system
US5499616A (en) * 1995-05-22 1996-03-19 Dresser Industries, Inc. Crankcase pressure regulation system for an internal combustion engine
US5542401A (en) 1994-11-09 1996-08-06 En-Ovation Technology, Inc. Internal combustion engine crankcase vacuum method and apparatus
EP0860589B1 (en) 1997-02-25 2002-05-15 Cummins Engine Company, Inc. Crankcase ventilation system
US6651636B1 (en) * 2000-05-25 2003-11-25 Asco Controls, Lp Pressure regulating piston with built-in relief valve
DE202005003462U1 (en) 2005-03-01 2006-07-13 Hengst Gmbh & Co.Kg Crankcase ventilation, at an internal combustion motor, has a ventilation channel leading from the air intake between the charger and the throttle flap, structured to give ventilation at all motor speeds
US7159582B2 (en) * 2003-10-03 2007-01-09 Honda Motor Co., Ltd. Blowby control system and method for an internal combustion engine
US20070028903A1 (en) * 2003-07-11 2007-02-08 Klaus Bruchner Method and apparatus for venting a crankcase of an internal combustion engine
DE102006009537B3 (en) 2006-02-28 2007-05-31 Vti Ventil Technik Gmbh Cylinder for compressed fuel-gas has pressure relief device with relief valve whereby relief valve has closing body which stops in closing position in crossover channel
US7311094B2 (en) * 2004-02-24 2007-12-25 Robert Bosch Gmbh Method for operating an internal combustion engine
DE202006017813U1 (en) 2006-11-23 2008-03-27 Hengst Gmbh & Co.Kg Internal combustion engine with a crankcase ventilation line

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6116220A (en) * 1984-07-02 1986-01-24 Toyota Motor Corp Oil consumption reducing device for internal-combustion engine
JP2000045746A (en) * 1998-07-29 2000-02-15 Yamaha Motor Co Ltd Crank case internal pressure control device for internal combustion engine
EP1630367A1 (en) * 2004-08-25 2006-03-01 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Crankcase ventilating method for combustion engine and combustion engine for carrying out this method
DE202006009537U1 (en) * 2006-02-09 2007-06-21 Hengst Gmbh & Co.Kg Crank case exhaust device for internal combustion engine, has negative pressure regulating valve for automatic regulation of pressure in crank case, which is arranged in process of breather tube
CN2921303Y (en) * 2006-06-27 2007-07-11 奇瑞汽车有限公司 Vehicle engine crankcase ventilating system
CN101144406B (en) * 2007-11-09 2011-02-16 奇瑞汽车股份有限公司 Crankcase pressure control system

Patent Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1766900A (en) * 1927-04-09 1930-06-24 Packard Motor Car Co Internal-combustion engine
US4901703A (en) 1985-10-19 1990-02-20 Rolls-Royce Motor Cars Limited Crankcase ventilation system for a reciprocating internal combustion engine
US4760833A (en) 1986-09-02 1988-08-02 Tatyrek Alfred F Engine crankcase vacuum check valve system for internal combustion engines
US5046474A (en) * 1990-05-04 1991-09-10 Percy Donald W Crankcase ventilator/evacuation system
US5542401A (en) 1994-11-09 1996-08-06 En-Ovation Technology, Inc. Internal combustion engine crankcase vacuum method and apparatus
US5499616A (en) * 1995-05-22 1996-03-19 Dresser Industries, Inc. Crankcase pressure regulation system for an internal combustion engine
EP0860589B1 (en) 1997-02-25 2002-05-15 Cummins Engine Company, Inc. Crankcase ventilation system
US6651636B1 (en) * 2000-05-25 2003-11-25 Asco Controls, Lp Pressure regulating piston with built-in relief valve
US20070028903A1 (en) * 2003-07-11 2007-02-08 Klaus Bruchner Method and apparatus for venting a crankcase of an internal combustion engine
US7275527B2 (en) * 2003-07-11 2007-10-02 Daimlerchrysler Ag Method and apparatus for venting a crankcase of an internal combustion engine
US7159582B2 (en) * 2003-10-03 2007-01-09 Honda Motor Co., Ltd. Blowby control system and method for an internal combustion engine
US7311094B2 (en) * 2004-02-24 2007-12-25 Robert Bosch Gmbh Method for operating an internal combustion engine
DE202005003462U1 (en) 2005-03-01 2006-07-13 Hengst Gmbh & Co.Kg Crankcase ventilation, at an internal combustion motor, has a ventilation channel leading from the air intake between the charger and the throttle flap, structured to give ventilation at all motor speeds
DE102006009537B3 (en) 2006-02-28 2007-05-31 Vti Ventil Technik Gmbh Cylinder for compressed fuel-gas has pressure relief device with relief valve whereby relief valve has closing body which stops in closing position in crossover channel
DE202006017813U1 (en) 2006-11-23 2008-03-27 Hengst Gmbh & Co.Kg Internal combustion engine with a crankcase ventilation line

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Anonymous: "Facts about Crankcase Volume", in: Nutter Racing Engines, retrieved from the internet, Jan. 1, 2007.

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9394843B2 (en) 2014-10-10 2016-07-19 Ford Global Technologies, Llc Method for reducing engine oil dilution

Also Published As

Publication number Publication date
US20110239965A1 (en) 2011-10-06
JP2012511114A (en) 2012-05-17
WO2010075935A1 (en) 2010-07-08
EP2373876A1 (en) 2011-10-12
CN102245866A (en) 2011-11-16
DE102008061057A1 (en) 2010-06-17

Similar Documents

Publication Publication Date Title
US8726855B2 (en) Method for operating an internal combustion engine
US7290536B2 (en) Crankcase ventilation in a combustion engine for a vehicle
US8695339B2 (en) Blowby flow control system for a turbocharged engine
US9328702B2 (en) Multiple tap aspirator
US10100757B2 (en) Method for crankcase ventilation in a boosted engine
US9476350B2 (en) Turbocharger for an internal combustion engine and method for operating a turbocharged internal combustion engine
US9074523B2 (en) Vacuum-actuated wastegate
CN107816397B (en) Blowby gas treatment device for internal combustion engine with supercharger
JP2009534583A (en) Deaerator for an internal combustion engine with a supercharger
US10352280B2 (en) Blow-by gas recirculation device for internal combustion engine
RU2686543C2 (en) Method for supercharged engine
RU145310U1 (en) ENGINE SYSTEM
US8955500B2 (en) Positive crankcase ventilation system
US20030106543A1 (en) Crankcase ventilation system for an internal-combustion engine with exhaust gas turbocharging and method of using same
US5964207A (en) Crankcase venting system for an internal combustion engine
US20180073451A1 (en) Blow-by gas supply device for engine
RU2717864C2 (en) Method (versions) and engine crankcase ventilation system with supercharging
US10655515B2 (en) Blow-by gas recirculation device for internal combustion engine
JP3470665B2 (en) Gasoline engine blow-by gas processing equipment
JP2014111910A (en) Control device of internal combustion engine with supercharger
CN106246288B (en) In order to reduce the number of particles in negative pressure generation in a crankcase
US20120234272A1 (en) Variable Valve Control Apparatus for Internal Combustion Engine
MXPA06013353A (en) Compressor inlet pressure control system.
US9353759B2 (en) Turbocharger bypass system
JP2016156284A (en) Internal combustion engine brake control system and internal combustion engine brake control method

Legal Events

Date Code Title Description
AS Assignment

Owner name: AUDI AG, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:INGELFINGER, UDO;ROSENBAECK, MATTHIAS;REEL/FRAME:026402/0996

Effective date: 20110414

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551)

Year of fee payment: 4

FEPP Fee payment procedure

Free format text: MAINTENANCE FEE REMINDER MAILED (ORIGINAL EVENT CODE: REM.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

LAPS Lapse for failure to pay maintenance fees

Free format text: PATENT EXPIRED FOR FAILURE TO PAY MAINTENANCE FEES (ORIGINAL EVENT CODE: EXP.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362

FP Lapsed due to failure to pay maintenance fee

Effective date: 20220520